A hands-free brake-activated adaptive steering-damped course keeping device and method of operation

Abstract

The application provides a single-hand brake trigger adaptive steering damping steering stabilizer and operation method, relates to the technical field of electric two-wheeled vehicle steering stability safety device, and solves the technical problem that the left and right hand split control layout structure of independent front and rear wheel braking in the prior art easily causes uncontrollable small deflection of the handlebar when only one side of the handlebar is held and braked. The device comprises a steering damping assembly, a front brake stroke detection assembly and a rear brake stroke detection assembly. The front brake stroke detection assembly and the rear brake stroke detection assembly are respectively used for collecting brake stroke signals of front and rear brake handles of the electric two-wheeled vehicle and outputting corresponding brake force signals. When the controller does not receive any brake stroke signal or simultaneously receives front and rear brake stroke signals, the steering damping assembly is controlled to release damping force output. When the controller only receives a single brake stroke signal, the damping force output by the steering damping assembly is adjusted in real time.

Description

Technical Field

[0001] This invention relates to the technical field of steering stability safety devices for electric two-wheeled vehicles, and in particular to a steering stabilization device and operating method that uses a single-hand brake to trigger adaptive steering damping. Background Technology

[0002] Most existing electric two-wheeled vehicles adopt a left- and right-hand control layout with independent braking for the front and rear wheels. Typically, the right handlebar controls the front wheel braking mechanism, and the left handlebar controls the rear wheel braking mechanism.

[0003] In real-world cycling scenarios, users often find themselves holding the handlebars with one hand and operating the brake on only one side due to holding items, holding an umbrella, carrying passengers or items, or checking mobile devices. This situation is widespread in daily cycling and on-demand delivery scenarios and is accompanied by clear safety hazards.

[0004] Holding the handlebars with only one hand, without the restraint of the other hand, the reverse torsional torque generated by braking is transmitted through the front fork to the steering column, which can easily cause the handlebars to deflect slightly out of control. The clamping force of a single hand grip is limited, making it impossible to correct the steering angle in time, causing the vehicle to deviate from its course on its own, which can easily lead to sharp turns, skidding, and falls. Light braking causes the steering to wobble slightly, while the deflection torque is even greater during emergency heavy braking, which drastically increases the probability of a crash. Summary of the Invention

[0005] The purpose of this invention is to provide a stabilizing device and operating method for single-handed braking triggering adaptive steering damping, thereby solving the technical problem in the existing technology of independent braking of the front and rear wheels with separate left and right hand control layouts, where only one hand is needed to hold the handlebars and brake, easily causing the handlebars to deflect slightly out of control. The various technical effects of the preferred solutions provided by this invention are detailed below.

[0006] To achieve the above objectives, the present invention provides the following technical solution: This invention provides a single-hand brake-triggered adaptive steering damping stabilization device for electric two-wheeled vehicles. It includes a steering damping component, a front brake travel detection component, a rear brake travel detection component, and a controller. The front brake travel detection component is mounted on the front brake handle base of the electric two-wheeled vehicle, the rear brake travel detection component is mounted on the rear brake handle base of the electric two-wheeled vehicle, and the controller is mounted on the front frame of the electric two-wheeled vehicle. The housing of the steering damping component is mounted on the outside of the steering column of the electric two-wheeled vehicle, and the damping output end of the steering damping component is connected to the steering linkage of the electric two-wheeled vehicle. The steering damping component, the front brake travel detection component, and the rear brake travel detection component are all electrically connected to the controller. The front brake stroke detection component is used to collect the brake stroke signal of the front brake lever of the electric two-wheeler and output the corresponding braking force signal. The rear brake stroke detection component is used to collect the brake stroke signal of the rear brake lever of the electric two-wheeler and output the corresponding braking force signal. When the controller does not receive any braking stroke signal or receives both front and rear braking stroke signals simultaneously, it controls the steering damping component to release the damping force output; when the controller receives only a single braking stroke signal, the controller will adjust the magnitude of the damping force output by the steering damping component in real time according to the corresponding braking force signal.

[0007] Optionally, the steering damping assembly includes a damper, a driver, and a damping actuation structure. The outer wall of the damper is connected to the outer wall of the steering column via a bracket. The upper end of the damper is connected to the driver. The lower end of the damper is slidably connected to the upper end of the damping actuation structure. The lower end of the damping actuation structure is connected to the steering linkage. The driver is electrically connected to the controller.

[0008] Optionally, the damper includes an outer cylinder, a fixed partition plate, a throttle valve, and a push rod. The fixed partition plate is fixedly installed inside the outer cylinder, and the fixed partition plate divides the inner cavity of the outer cylinder into a drive chamber and an execution chamber. The throttle valve and the push rod are both located in the drive chamber. One end of the throttle valve and the push rod are connected together. The end of the actuator is sealed to the opening end of the drive chamber, and the output end of the actuator is connected to the other end of the push rod. The actuator can drive the throttle valve to move repeatedly along the axial direction of the drive chamber. The execution chamber is slidably connected to the upper end of the damping execution structure. Damping oil is stored in the outer cylinder.

[0009] Optionally, the fixed partition plate has a Z-shaped cross-section and a strip-shaped through hole is provided on the middle section of the fixed partition plate.

[0010] Optionally, the throttle valve plate has an L-shaped cross-section, and a flow hole is provided on the transverse end plate of the throttle valve plate. The drive chamber and the execution chamber are connected to the flow hole through the strip-shaped through hole. The vertical baffle of the throttle valve plate is close to the middle plate and can reciprocate along the vertical direction of the middle plate. The vertical baffle can change the opening size of the strip-shaped through hole.

[0011] Optionally, the damper further includes a spring, and a positioning head is provided on the lower folding plate of the fixed partition plate. One end of the spring is sleeved on the positioning head, and the other end of the spring abuts against the transverse end plate. The positioning head can block the flow hole.

[0012] Optionally, a sealing gasket is provided between the driver and the drive chamber, and a piston sealing ring is provided between the execution chamber and the damping execution structure.

[0013] Optionally, the damping actuator includes an upper piston rod, a lower piston rod, a universal joint, and a steering bracket. The upper piston rod and the lower piston rod are rotatably connected by the universal joint. The upper end of the upper piston rod extends into the actuator chamber and is slidably sealed to the actuator chamber. The lower end of the lower piston rod is connected to the middle of the steering bracket. The steering bracket is connected to the steering coupling plate by a connector.

[0014] Optionally, the controller is equipped with a delay stop unit.

[0015] The present invention provides an operating method for a steering device including a single-hand brake-triggered adaptive steering damping system, comprising the following operating steps: Signal acquisition steps: The front brake travel detection component acquires the brake travel signal of the front brake lever of the electric two-wheeler and outputs the corresponding brake force signal; the rear brake travel detection component acquires the brake travel signal of the rear brake lever of the electric two-wheeler and outputs the corresponding brake force signal. Status determination steps: The controller determines the current braking condition as no braking condition, bilateral synchronous braking condition, or unilateral independent braking condition based on the received braking stroke signal. Damping control steps: When the condition is determined to be no braking or simultaneous braking on both sides, the controller controls the steering damping component to release the damping force output; when the condition is determined to be single-sided braking, the controller adjusts the magnitude of the damping force output by the steering damping component in real time according to the braking force signal of the corresponding side.

[0016] This invention provides a steering stabilization device with single-handed braking triggering adaptive steering damping. It collects braking stroke signals from the front and rear brake levers using a front brake stroke detection component and a rear brake stroke detection component, respectively. The controller can distinguish between three states: no braking, simultaneous braking on both sides, and single-side braking. The steering damping function is activated only when a single-path braking stroke signal is detected (corresponding to a single-handed braking scenario). Damping output is deactivated during simultaneous braking or no braking. This specifically addresses the safety requirements of single-handed riding without affecting the steering flexibility and original handling feel during regular two-handed riding. When a single-side braking stroke signal is detected, the steering damping component outputs a damping torque that acts on the steering column and steering linkage, counteracting the reverse torsional force transmitted through the front fork and limiting irregular small-amplitude handlebar sway. Furthermore, the controller adjusts the output damping of the steering damping component in real time based on the braking force signal corresponding to the single-side braking stroke: low damping output for light braking and increased damping output during emergency heavy braking. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of a single-hand brake-triggered adaptive steering damping stabilization device installed on an electric two-wheeled vehicle at angle one, according to an embodiment of the present invention. Figure 2 This is a schematic diagram of angle two of the steering device for single-handed braking triggering adaptive steering damping provided in an embodiment of the present invention, installed on an electric two-wheeled vehicle; Figure 3 This is a schematic diagram of the brake stroke detection component and controller of a single-hand brake-triggered adaptive steering damping stabilization device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the steering damping component of a single-hand brake-triggered adaptive steering damping stabilization device provided in an embodiment of the present invention, installed on the steering column; Figure 5 This is a schematic diagram of the connection between the steering damping component and the steering coupling plate of a single-hand brake-triggered adaptive steering damping stabilization device provided in an embodiment of the present invention. Figure 6 This is a schematic diagram of the steering damping component of a single-hand brake-triggered adaptive steering damping stabilization device provided in an embodiment of the present invention. Figure 7This is a cross-sectional view of the steering damping component of a steering stabilization device with single-hand braking triggering adaptive steering damping provided in an embodiment of the present invention. Figure 8 This is a schematic diagram of the steering damping assembly of a single-hand braking-triggered adaptive steering damping stabilization device provided in an embodiment of the present invention, with the outer cylinder removed.

[0019] In the diagram: 1. Steering damping assembly; 11. Damper; 111. Outer cylinder; 112. Fixed partition plate; 1121. Strip-shaped through hole; 1122. Positioning head; 113. Throttle valve plate; 1131. Flow hole; 114. Push rod; 115. Drive chamber; 116. Actuation chamber; 117. Spring; 12. Driver; 13. Damping actuation structure; 131. Upper piston rod; 132. Lower piston rod; 133. Universal joint; 134. Steering bracket; 2. Front brake travel detection component; 3. Rear brake travel detection component; 4. Controller; 5. Front brake lever base; 6. Rear brake lever base; 7. Headframe; 8. Steering column; 9. Steering linkage plate; 10. Power supply. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0021] In the description of this invention, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0022] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0023] This invention provides a single-handed brake-triggered adaptive steering damping stabilization device for electric two-wheelers. It includes a steering damping assembly 1, a front brake travel detection assembly 2, a rear brake travel detection assembly 3, and a controller 4. The front brake travel detection assembly 2 is mounted on the front brake handle base 5 of the electric two-wheeler, and the rear brake travel detection assembly 3 is mounted on the rear brake handle base 6. The controller 4 is mounted on the front frame 7 of the electric two-wheeler. The housing of the steering damping assembly 1 is mounted on the outside of the steering column 8 of the electric two-wheeler. The damping output end of the steering damping assembly 1 is connected to the steering linkage 9 of the electric two-wheeler. The steering damping assembly 1, the front brake travel detection assembly 2, and the rear brake travel detection assembly 3 are all electrically connected to the controller 4. The entire structure is simple and reliable, can be directly installed on the original vehicle's front frame, has low overall vehicle modification costs, and is suitable for large-scale mass production. The controller 4 is also electrically connected to the electric two-wheeler's power supply 10, which provides power to the entire device.

[0024] The front brake travel detection component 2 is used to collect the brake travel signal of the front brake lever of the electric two-wheeler and output the corresponding brake force signal; the rear brake travel detection component 3 is used to collect the brake travel signal of the rear brake lever of the electric two-wheeler and output the corresponding brake force signal. When the controller 4 does not receive any braking stroke signal or receives both front and rear braking stroke signals simultaneously, it controls the steering damping component 1 to release the damping force output; when the controller 4 receives only a single braking stroke signal, the controller 4 will adjust the magnitude of the damping force output by the steering damping component 1 in real time according to the corresponding braking force signal. This invention provides a single-handed braking-triggered adaptive steering damping stabilization device. The device uses a front brake travel detection component 2 and a rear brake travel detection component 3 to collect brake travel signals from the front and rear brake levers, respectively. The controller 4 can distinguish between three states: no braking, simultaneous braking on both sides, and single-side braking. The steering damping function is activated only when a single-path brake travel signal is detected (corresponding to a single-handed grip braking scenario). Damping output is deactivated during simultaneous braking or no braking. This specifically addresses the safety requirements of single-handed riding without affecting the steering flexibility and original handling feel during regular two-handed riding. Upon detecting a single-side brake travel signal, the controller 1 outputs a damping torque, which is applied to the steering column 8 and steering linkage 9 to counteract the reverse torsional force transmitted through the front fork, limiting irregular small-amplitude handlebar swaying. Furthermore, the controller 4 adjusts the output damping of the steering damping component 1 in real time based on the braking force signal corresponding to the single-side brake travel: low damping is output for light braking, and the damping output is increased synchronously during emergency heavy braking.

[0025] As an optional implementation, the steering damping assembly 1 includes a damper 11, a driver 12, and a damping actuation structure 13. The outer side wall of the damper 11 is connected to the outer side wall of the steering column 8 via a bracket. The upper end of the damper 11 is connected to the driver 12. The lower end of the damper 11 is slidably connected to the upper end of the damping actuation structure 13. The lower end of the damping actuation structure 13 is connected to the steering linkage 9. The driver 12 is electrically connected to the controller 4. After the controller 4 detects the single-path braking stroke signal, it sends a control command to the driver 12. The driver 12 drives the damper 11 to generate a damping force, which is transmitted to the steering linkage 9 through the damping actuator 13, applying rotational damping to the entire vehicle steering system. Relying on the sliding fit structure to adapt to the normal steering swing stroke of the vehicle head, the damping torque can offset the braking reverse torsional torque in real time, limiting the steering wheel to swing and deflect without reason. Under the conditions of two-hand braking and normal driving, the driver 12 controls the damper 11 to release the damping, and the damping actuator 13 moves freely with the steering linkage 9 without interfering with the original vehicle steering feel.

[0026] As an optional implementation, the damper 11 includes an outer cylinder 111, a fixed partition plate 112, a throttle valve plate 113, and a push rod 114. The fixed partition plate 112 is fixedly installed inside the outer cylinder 111, and the fixed partition plate 112 divides the inner cavity of the outer cylinder 111 into a drive chamber 115 and an execution chamber 116. The throttle valve plate 113 and the push rod 114 are both located in the drive chamber 115. One end of the throttle valve plate 113 and the push rod 114 are connected together. The end of the driver 12 is sealed to the opening end of the drive chamber 115, and the output end of the driver 12 is connected to the other end of the push rod 114. The driver 12 can drive the throttle valve plate 113 to move repeatedly along the axial direction of the drive chamber 115. The execution chamber 116 is slidably connected to the upper end of the damping execution structure 13. The outer cylinder 111 stores damping oil, which can be high-temperature resistant hydraulic damping oil. The axial displacement of the throttle valve plate 113 can change the size of the flow cross section through which the damping oil flows, thereby adjusting the flow resistance of the damping oil. The smaller the throttle opening, the higher the throttle resistance of the oil, and the greater the overall output rotational damping torque of the damper 11. The controller 4 adjusts the stroke of the driver 12 in real time according to the braking force corresponding to the braking stroke on one side, so that the position of the throttle valve plate 113 can be continuously and adjustable, ultimately realizing the adaptive increase or decrease of the steering damping force with the magnitude of the braking force. The damping oil can circulate between the drive chamber 115 and the actuation chamber 116. The driver 12 includes a motor and a transmission structure. The output shaft of the motor is connected to the input end of the transmission structure, and the output end of the transmission structure is connected to the push rod 114. The transmission structure can convert the rotational motion output by the motor into the extension and retraction motion of the push rod 114.

[0027] As an optional implementation, the fixed partition plate 112 has a Z-shaped cross-section, and a strip-shaped through hole 1121 is provided on the middle section plate of the fixed partition plate 112. The throttle valve plate 113 has an L-shaped cross-section, and a flow hole 1131 is provided on the transverse end plate of the throttle valve plate 113. The drive chamber 115 and the execution chamber 116 are connected through the strip-shaped through hole 1121 and the flow hole 1131. The vertical baffle of the throttle valve plate 113 is close to the middle section plate and can reciprocate along the vertical direction of the middle section plate. The vertical baffle can change the opening size of the strip-shaped through hole 1121. The actuator 12 drives the push rod 114 to drive the throttle valve plate 113 to move axially and repeatedly. The vertical baffle of the throttle valve plate 113 synchronously blocks the strip-shaped through hole 1121 on the fixed partition plate 112. The larger the area covered by the vertical baffle, the smaller the effective flow area of ​​the strip-shaped through hole 1121, the greater the flow resistance of the damping oil across the cavity, and the higher the output damping torque of the damper 11. When the vertical baffle moves up and the open area of ​​the strip-shaped through hole 1121 increases, the oil flows smoothly, the throttling resistance decreases, and the damping force decreases synchronously. Relying on this structure, the damping opening can be continuously adjusted steplessly, accurately matching the steering suppression damping required under different braking forces, and smoothly counteracting the steering torque generated by unilateral braking.

[0028] As an optional implementation, the damper 11 also includes a spring 117. A positioning head 1122 is provided on the lower folding plate of the fixed partition plate 112. One end of the spring 117 is sleeved on the positioning head 1122, and the other end of the spring 117 abuts against the transverse end plate. The positioning head 1122 can block the flow hole 1131. Under normal undamped operating conditions, spring 117 pushes the throttle valve 113 upwards, causing the positioning head 1122 to completely disengage from the flow hole 1131. The flow hole and the strip-shaped through hole 1121 are fully connected, resulting in the lowest resistance to the flow of damping oil. The steering damping assembly 1 has no damping output, and the vehicle steering is unrestricted, retaining the original steering feel. When the driver 12 pushes the push rod 114 downwards, causing the throttle valve 113 to move downwards, the throttle valve 113 compresses the spring 117 to accumulate elastic potential energy. The vertical baffle gradually blocks the strip-shaped through hole 1121 to reduce the flow area, increasing the damping resistance. As the throttle valve 113 continues to move downwards, the positioning head 1122 can gradually insert into the flow hole 1131 until it is completely blocked, cutting off the oil passage between the drive chamber 115 and the execution chamber 116. At this time, the damping oil cannot flow, and the damper 11 reaches the maximum locking damping state, which is suitable for the high-intensity deflection requirements under emergency heavy braking conditions. After the braking command is cancelled, the drive 12 is unloaded, and the spring 117 pushes the throttle valve 113 upward to reset by its own elastic force. At the same time, the drive 12 also pulls the throttle valve 113 upward, the flow hole 1131 reopens, the flow area of ​​the strip-shaped through hole 1121 returns to its maximum, the damping force is released synchronously, and the steering system returns to a free rotation state.

[0029] As an optional implementation, a sealing gasket is provided between the driver 12 and the drive chamber 115, and a piston sealing ring is provided between the actuation chamber 116 and the damping actuation structure 13, for sealing the drive chamber 115 and the actuation chamber 116 to prevent damping oil leakage, and at the same time to prevent external dust, water vapor and other impurities from entering the chamber.

[0030] As an optional implementation, the damping actuator 13 includes an upper piston rod 131, a lower piston rod 132, a universal joint 133, and a steering bracket 134. The upper piston rod 131 and the lower piston rod 132 are rotatably connected by the universal joint 133. The upper end of the upper piston rod 131 extends into the actuator chamber 116 and is slidably sealed to the actuator chamber 116. The lower end of the lower piston rod 132 is connected to the middle of the steering bracket 134. The steering bracket 134 is connected to the steering coupling plate 9 through a connector. The damping actuator 13, through the combination of a split piston rod and a universal joint 133, effectively adapts to the multi-angle swaying conditions when the electric two-wheeled vehicle is turning. When a reverse torsional torque is generated by braking on one side and the front of the vehicle tends to deflect slightly, the entire actuator can transmit damping force without obstruction and with high precision, effectively counteracting the tendency of the handlebars to deflect uncontrollably. During normal steering and driving, the universal joint 133 can adaptively match changes in steering angle without hindering normal vehicle steering operation and preserving the original vehicle steering feel to the greatest extent.

[0031] As an optional implementation, the controller 4 is equipped with a delayed stop unit to achieve delayed release control of the damping force. When the rider releases the single-sided brake operation and the brake stroke detection component has no brake signal output, the delayed stop unit does not control the steering damping component 1 to immediately release the damping force. Instead, it starts a preset delay program, maintaining the steering damping output state continuously within the set delay time. After the delay time ends, it controls the steering damping component 1 to gradually release the damping constraint. This structure can effectively avoid the problem of secondary front-end swaying and body swaying caused by inertia and residual stress from road bumps at the moment of single-sided brake release, ensuring a smooth transition of the vehicle's straight-line posture after braking, further improving the stability and safety of the vehicle under single-hand braking conditions, and avoiding the risk of deviation and crash caused by instantaneous instability. The front brake stroke detection component 2 and the rear brake stroke detection component 3 are micro-motion travel switches or displacement sensors.

[0032] This invention provides an operating method for a steering device including a single-hand brake-triggered adaptive steering damping system, comprising the following operating steps: Signal acquisition steps: The front brake travel detection component 2 acquires the brake travel signal of the front brake lever of the electric two-wheeler and outputs the corresponding brake force signal; the rear brake travel detection component 3 acquires the brake travel signal of the rear brake lever of the electric two-wheeler and outputs the corresponding brake force signal. Status determination steps: The controller 4 determines the current braking condition as no braking condition, bilateral synchronous braking condition, or unilateral independent braking condition based on the received braking stroke signal. When the controller 4 does not receive any braking stroke signal, it is determined to be no braking condition. When the controller 4 receives both front and rear braking stroke signals at the same time, it is determined to be bilateral synchronous braking condition. When the controller 4 receives only a single braking stroke signal from either the front or rear brake, it is determined to be unilateral independent braking condition.

[0033] Damping control steps: When the condition is determined to be no braking or simultaneous braking on both sides, the controller 4 controls the steering damping component 1 to release the damping force output; when the condition is determined to be single-side braking, the controller 4 adjusts the magnitude of the damping force output by the steering damping component 1 in real time according to the braking force signal of the corresponding side.

[0034] I. Driving Operation Without Braking When the rider is riding normally and not applying either brake lever, the device is in standby mode: Neither the front brake travel detection component 2 nor the rear brake travel detection component 3 output a brake travel signal. The controller 4 controls the steering damping assembly 1 to release the damping output, the spring 117 pushes the throttle valve plate 113 to reset, and the damping oil passage between the drive chamber 115 and the execution chamber 116 is fully connected, and the oil flow resistance is minimized. The damping actuator 13 moves freely with the steering linkage 9, so the vehicle's steering feel is completely consistent with the original vehicle and does not affect normal steering, lane changing, cornering and other handling.

[0035] II. Driving operation under single-sided independent braking condition (stability function triggered) When the rider applies the front or rear brake with only one hand, the device automatically activates the steering damping component 1 for protection. The operation and response process is as follows: Signal acquisition: The brake stroke detection component on the pinched side acquires the pinch stroke of the brake lever in real time and outputs a braking force signal corresponding to the stroke to the controller 4.

[0036] Damping start: After the controller 4 detects the single-path braking stroke signal, it immediately sends a control command to the driver 12. The driver 12 pushes the push rod 114 to drive the throttle valve plate 113 downward, gradually blocking the strip-shaped through hole 1121 on the fixed partition plate 112, and establishing the damping oil throttling resistance.

[0037] Force adaptive adjustment: Controller 4 adjusts the damping output in real time according to the braking force signal. Slightly squeeze the brake lever (short stroke braking): The area of ​​the strip-shaped through hole 1121 blocked by the throttle valve plate 113 is small, the oil flow resistance is low, the output damping force is low, and the slight wobbling of the steering wheel is slightly suppressed, while retaining the space for fine steering adjustment. Squeeze the brake lever hard (long stroke or emergency braking): Throttle valve 113 moves down significantly to block the strip-shaped through hole 1121 until the positioning head 1122 completely blocks the flow hole 1131, the damping oil channel is cut off, the device reaches the maximum locking damping state, and strongly counteracts the reverse torsional torque generated by unilateral braking, preventing the handlebars from turning sharply and the vehicle from skidding and crashing.

[0038] Stability in operation: The damping force is transmitted to the steering linkage 9 and steering column 8 through the damping actuator 13, which counteracts the tendency of the steering wheel to twist due to braking on one side, maintains the straight posture of the vehicle, and the rider can maintain the stability of the driving line without having to apply additional corrective force.

[0039] III. Driving Operation under Dual-Side Synchronous Braking Condition When the rider simultaneously applies the front and rear brake levers with both hands: The front brake travel detection component 2 and the rear brake travel detection component 3 simultaneously output two brake travel signals to the controller 4; Controller 4 determines that the normal braking condition is achieved by both hands and controls the steering damping component 1 to remain in the de-damped state, without intervening in the steering system; The vehicle retains the original vehicle's steering and handling flexibility when using both hands for braking, without affecting normal maneuvering, cornering, or other operations.

[0040] IV. Brake Release and Delayed Exit Operation When the rider releases the brake lever on one side and the braking travel signal disappears, the device exits the damping state according to the following procedure: The delay stop unit of controller 4 starts the preset delay program, and the steering damping component 1 maintains the damping output for a set time to counteract the residual front yaw caused by vehicle inertia and road bumps, and avoid instantaneous instability. After the delay period ends, the controller 4 controls the driver 12 to unload, and the throttle valve plate 113 is reset upward under the action of the spring 117, and the strip-shaped through hole 1121 and the flow hole 1131 are fully connected. As the damping force is gradually released, the vehicle's steering system smoothly returns to a state of free rotation, regaining normal driving feel.

[0041] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A steering stabilization device with single-hand brake triggering adaptive steering damping, applied to an electric two-wheeled vehicle, characterized in that, It includes a steering damping assembly (1), a front brake travel detection assembly (2), a rear brake travel detection assembly (3), and a controller (4), wherein, The front brake stroke detection component (2) is installed on the front brake handle base (5) of the electric two-wheeler, the rear brake stroke detection component (3) is installed on the rear brake handle base (6) of the electric two-wheeler, the controller (4) is installed on the front frame (7) of the electric two-wheeler, the outer shell of the steering damping component (1) is installed on the outside of the steering column (8) of the electric two-wheeler, the damping output end of the steering damping component (1) is connected to the steering linkage plate (9) of the electric two-wheeler, and the steering damping component (1), the front brake stroke detection component (2) and the rear brake stroke detection component (3) are all electrically connected to the controller (4); The front brake stroke detection component (2) is used to collect the brake stroke signal of the front brake lever of the electric two-wheeled vehicle and output the corresponding braking force signal; The rear brake stroke detection component (3) is used to collect the brake stroke signal of the rear brake lever of the electric two-wheeled vehicle and output the corresponding braking force signal. When the controller (4) does not receive any braking stroke signal or receives both front and rear braking stroke signals at the same time, it controls the steering damping component (1) to release the damping force output; when the controller (4) only receives a single braking stroke signal, the controller (4) will adjust the magnitude of the damping force output by the steering damping component (1) in real time according to the corresponding braking force signal.

2. The steering stabilization device with single-handed braking triggering adaptive steering damping according to claim 1, characterized in that, The steering damping assembly (1) includes a damper (11), a driver (12), and a damping actuation structure (13). The outer wall of the damper (11) is connected to the outer wall of the steering column (8) through a bracket. The upper end of the damper (11) is connected to the driver (12). The lower end of the damper (11) is slidably connected to the upper end of the damping actuation structure (13). The lower end of the damping actuation structure (13) is connected to the steering linkage (9). The driver (12) is electrically connected to the controller (4).

3. The single-hand brake-triggered adaptive steering damping stabilization device according to claim 2, characterized in that, The damper (11) includes an outer cylinder (111), a fixed partition plate (112), a throttle valve (113), and a push rod (114). The fixed partition plate (112) is fixedly installed inside the outer cylinder (111), and the fixed partition plate (112) divides the inner cavity of the outer cylinder (111) into a drive chamber (115) and an actuation chamber (116). The throttle valve (113) and the push rod (114) are both located in the drive chamber (115). The actuator (12) is connected to one end of the push rod (114), and the end of the actuator (12) is sealed to the opening end of the drive chamber (115). The output end of the actuator (12) is connected to the other end of the push rod (114). The actuator (12) can drive the throttle valve plate (113) to move repeatedly along the axial direction of the drive chamber (115). The execution chamber (116) is slidably connected to the upper end of the damping execution structure (13). The outer cylinder (111) stores damping oil.

4. The single-hand brake-triggered adaptive steering damping stabilization device according to claim 3, characterized in that, The fixed partition plate (112) has a Z-shaped cross-section and a strip-shaped through hole (1121) is provided on the middle section of the fixed partition plate (112).

5. The single-hand brake-triggered adaptive steering damping stabilization device according to claim 4, characterized in that, The throttle valve plate (113) has an L-shaped cross-section. A flow hole (1131) is provided on the transverse end plate of the throttle valve plate (113). The drive chamber (115) and the execution chamber (116) are connected through the strip-shaped through hole (1121) and the flow hole (1131). The vertical baffle of the throttle valve plate (113) is close to the middle section plate and the vertical baffle can move back and forth along the vertical direction of the middle section plate. The vertical baffle can change the opening size of the strip-shaped through hole (1121).

6. The single-hand brake-triggered adaptive steering damping stabilization device according to claim 5, characterized in that, The damper (11) also includes a spring (117), and a positioning head (1122) is provided on the lower folding plate of the fixed partition plate (112). One end of the spring (117) is sleeved on the positioning head (1122), and the other end of the spring (117) abuts against the transverse end plate. The positioning head (1122) can block the flow hole (1131).

7. The single-hand brake-triggered adaptive steering damping stabilization device according to claim 4, characterized in that, A sealing gasket is provided between the driver (12) and the drive chamber (115), and a piston sealing ring is provided between the execution chamber (116) and the damping execution structure (13).

8. The single-hand brake-triggered adaptive steering damping stabilization device according to claim 4, characterized in that, The damping actuator (13) includes an upper piston rod (131), a lower piston rod (132), a universal joint (133), and a steering bracket (134). The upper piston rod (131) and the lower piston rod (132) are rotatably connected by the universal joint (133). The upper end of the upper piston rod (131) extends into the actuator chamber (116) and is slidably sealed to the actuator chamber (116). The lower end of the lower piston rod (132) is connected to the middle part of the steering bracket (134). The steering bracket (134) is connected to the steering coupling plate (9) by a connector.

9. The steering device for single-handed braking triggering adaptive steering damping according to claim 1, characterized in that, The controller (4) is equipped with a delay stop unit.

10. A method of operating a steering device comprising a single-hand brake-triggered adaptive steering damping as described in any one of claims 1-9, characterized in that, The following steps are included: Signal acquisition steps: The front brake stroke detection component (2) acquires the brake stroke signal of the front brake lever of the electric two-wheeler and outputs the corresponding brake force signal; the rear brake stroke detection component (3) acquires the brake stroke signal of the rear brake lever of the electric two-wheeler and outputs the corresponding brake force signal. State determination steps: The controller (4) determines the current braking condition as no braking condition, dual-side synchronous braking condition or single-side independent braking condition based on the received braking stroke signal. Damping control steps: When it is determined to be a no-braking condition or a dual-side synchronous braking condition, the controller (4) controls the steering damping component (1) to release the damping force output; when it is determined to be a single-side braking condition, the controller (4) adjusts the magnitude of the damping force output by the steering damping component (1) in real time according to the braking force signal of the corresponding side.

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